Train-stop



A. J. BROOKINS.

TRAIN STOP.

APPLICATION FILED JULY 21. 1911.

Patented Jan. 11, 1921 5 SHEETS-SHEET l.

Q INVENTQR flhdrez/er rbokl 'ns,

I ATTO RNEY A. J. BROOKINS.

TRAIN STOP.

APPLICATION FILED IuLY2I. 1917.

Patented Jan. 11, 1921.

5 SHEETS-SHEET 2.

I W m I .N 15km: I: N L I. WMIIWJ J INN! PMN\. vw U @WIJ flu" .M. .IWFIDIIW wig I w I Wm I \Q 2 Q @k m u @w mIlllwwiIIi? LITNIR R Q n "it... JIIILFIIIIIIINIIIIIIIW/ m ATTORNEY A. J. BROOKINS.

TRAIN STOP. APPLICATION FILED JULY 21, I917. 1,365,020. Patented Jan. 11, 1921.

5 SHEETS-SHEET 3.

INVENTOR HwdrewJBrooivi HS,

BY J m/n01 @wm@ ATTORNEY A. J, 8300mm mm STOP.

APPLICATIGN FILED JULY 2'1, 191? Patented Jan. 11, 1921.

5 HEETS-SHEET 4.

lm/enior:

A. J. BRDOKINS.

mm sTdP.

APPLICATION HLED JULYZ]. 1917. 1,365,020. Patentefi Si'lQZL 5 SHEETS ShEET 5.

INVENTOR ATTORNEY.

PATENT OFFICE.

ANDREXV J. BROOK INS, OF BUXTON, IOWA.

TRAIN-STOP.

Specification of Letters Patent.

Patented Jan. 11, 1921.

Application filed July 21, 1917. Serial No. 182,007.

To all whom it may concern:

Be it known that I, ANDREW J. BRooKrNs,

that the track side elements of the construction and also the carcarried elements thereof are in operative condition and, secondly, to give selectively, clear, caution and danger signals in the cab of the engine or motor car correspondingwith the condition of the track over which the train is about to travel.

In reducing the invention to practice primary objects which are sought are to provide automatically operating and electrically controlled apparatus to selectively actuate a signal and to maintain or hold said actuated signal continuously energized for a determined distance of travel; and means whereby the mechanical elements of the danger signals, are so related to the electrical continuity of the several circuits that upon any break or deenergization of any part of a circuit, or, failure of the electrical response of any instrument, said signals will be automatically actuated, to advise the en gineer or motor man thereof.

Another object is to provide means for stopping a motor'car upon actuation of the caution or danger signal, which means may be manually retained in an inoperative position to permit further movement of the motor car under caution or danger conditions, when so desired.

A further object is to provide a car carried alarm which will be actuated upon passing each signal location corresponding to the direction of trailic, and continuously actuated during display of the danger signal upon the car, or in consequence of any portion of the energized train car ied signal circuits becoming grounded.

A further object is to provide controlling apparatus adapted to cooperate with an ordinary visual block signal system, where'- by existing conductors between the signal locations are utilized for actuation of the apparatus.

A further object is to provide a normally closed, local, signal circuit controlled by a normally open control circuit; both circuits being energized by a car-carried source of electrical energy.

A further object is to provide circuits of the class described that in the event of the failure, or derangement of any energized or active part of the circuits, or mechanism, said failure will be on the side of safety.

- Additional objects are disclosed by the specification.

In the drawings which accompany and form apart of this specification and which exemplify a preferred embodiment thereof;

Figure l is a diagram which indicates track-side apparatus and electric circuits which are adapted to automatically operate the car-carried elements of the construotions embodying the invention; and to be operated by elementspositioned at a station.

Fig. 2 is a diagram which indicates trackside apparatus and electric circuits adapted to automatically and selectively actuate the car carried elements of constructions which embody the invention.

Fig. 3 is a diagram which indicates a modified arrangement of the track circuits and associated apparatus.

Fig. 4 is a diagram which indicates trackside and car-carried constructions and electric circuits therefor, embodying the preferred form of the invention; withthe several elements in position actuating a clear signal on the car-carried apparatus.

Fig. 5 is a diagram which indicates a track and car carried element in position holding a clear signal in its actuated condition. v

Fig. 6 is a side view, partly in vertical section, of an electrically controlled device adapted to automatically apply the brakes of a car or train upon the deenergization of the electromagnet thereof, (said magnet being illustrated as energized), with manually operable mcans enabling an engineer to proceed under a caution or danger signal; the lever of said manually operable means being illustrated as in normal position.

Fig. 7 is a like view of the constructions which are illustrated in Fig. 6,'with the electromagnet thereof deenergized, the lever and associated parts of said manually operable means being illustrated as midway between the normal and the working positions thereof.

Fig. 8 is also a like view 01" the constructions which are illustrated in Figs. 6 and 7, with the electromagnet thereof deenergized; the lever and associated parts of said manually operable means being illustrated in position to release the brakes of the train.

Fig. 9, is a section of the casing of the manually operable device which forms an element oi the constructions illustrated in Figs. 6, 7 and 8, exposing the electric terminals and movable parts of said device to view, in elevation.

Fig. 10 is an end elevation of said manually operable device.

Fig. 11 illustrates in detail a contact shoe adapted to co-act with track-side apparatus to automatically control the car-carried electric circuits and devices forming elements in said circuits.

Fig. 12 is an illustration in detail of a construction adapted to control the safe op eration of the car-carried apparatus in the event of the main contact rail of the track side apparatus being removed, and

Fig. 13 is a diagram indicating mechani cal connections between electric switches, circuit closers and pole changers, forming elements of the constructions illustrating and embodying the invention, and the manually operable reverse lever of the car.

A reference character designating a given part indicates said part throughout the sevveral figures of the drawings, wherever the same appears.

1, 2, 8, in Fig. 1; l and 2, Fig. 2; and 1, Fig. 3, respectively designate electric contacts.

3, 8 and 3 respectively designate electromagnets adapted to control contacts 1, 2 and 3 and are hereinafter termed relays. 4c, 4 indicate insulating material, which is inserted between rails 7, 7 to divide the track-way of the railroad into blocks a, Z), 0, and (Z in the ordinary manner of constructing block signal railway systems. 5, 5 indicate batteries and 6 a track provided with rails 7. Rails 7 of a given block are in electrical connection with the battery 5 of said block at the exit or entrance end of. the block, and at the other end of the blocks respectively there are installed what I designate as track relays 3 3 3. Relay 3 is positioned in block a, relay 3 in block Z and 3 in block 0, and said relays are electrically connected to the rails 7 and normally energized by the battery 5.

Adjacent to the track rails, at a predetermined distance from the end of each block, are contact rails 10, 11 and 12. Rail 10 is normally connected to rail 11 through a conductor 10 contact 1; (controlled by the track relay of the succeeding block), and a conductor 11 and rail 10, is further normally connected to rail 12 through the conductor 10 the previously mentioned track relay contact 1, relay contact DC and a branch conductor 1%. Contact DC is normally closed by energization of ma net DR. For such energization, magnet Dfi is provided with a circuit, including a battery, BL, and conductor 8 which extends through a contact 2; said contact being normally closed by energization of the track relay of the second block in advance of the particular set of contact rails.

It will be seen from the above that contact rails 10 and 12 of a particular block or section of track will become electrically disconnected during short circuiting of the rails of the second block in advance, as by the wheels of a car, and contact rail 10 will become electrically disconnected from both contact rails 1.1 and 12 as a result of a like short circuiting of the rails of the next block in advance.

Upon each motor car are provided partial control circuits adapted to be completed through the connections which may be established between the contact rails, and roadside signal devices and apparatus, whereby a clear signal, 108, caution signal, 109, and danger signal, 200, will be energized in the engine or motor car, to correspond with occupied and unoccupied conditions o't succeeding blocks in advance of the one occu pied thereby. 1n the present instance, these carcarried signal devices are shown as electric lamps. A normally energized electroresponsive device, 220, adapted to effect the release of air from the train line when deenergized is also provided, and the device (see Figs. 6, 7 and 8) includes a magnet the coil of which, 221, is an element of the clear circuit, whereby said device is adapted to actuate simultaneously with energization of the caution or danger signal (and corresponding deenergization of the clear signal) and is further adapted to be manually retained in its normal position during energization of the caution or danger signal, when desired.

An audible alarm 81 (Fig. 4), is adapted to be sounded upon the motor car passing a set of contact rails, in the direction of traffic controlled thereby, and is further adapted to sound continuously during energization of the danger signal.

For energization of a particular signal to correspond with presence of obstructions in succeeding blocks in advance of the one occupied by an engine or cab, a selective mech anism is provided on the motor car comprising normally deenergized relays 100 and 102. These relays are preferably of a type wherein the release of the armature is somewhat retarded following deenergization of the relay magnet. Relay 100' (see Fig. 4),

controls contact arm 131, adapted to establish connection, when the relay is energized, with the contact 100 and when the relay is deenergized, with contact 200. Relay 102 controls contact arm 132, adapted to establish connection, when the relay is energized, with the contact 102" and when the relay is deenergized with contact 107.

The selective mechanism further includes magnetic circuit controllers Q, and S; controller Q, having magnets or solenoids 108 and 109, whereby armature or arm 400 may be actuated to place contact 400 in connection with contact 401, upon energization of solenoid magnet 108; and to place contact 400 in connection with contact 402 when solenoid magnet 109 is energized.

Controller S is similarly provided with magnets or solenoids 110 and 201 and with an armature having contact arm 403 for alternate engagement with contacts 404 and 405, whereby contact 403 will establish connection with contact 404 during cnergization of solenoid 110 and with contact 405 during energization of solenoid 201.

For actuation of the above apparatus a battery, B, is provided, having connected to one terminal a switch M, (preferably located upon portion of the car inaccessible during movement thereof), by means of conductor 104"" whereby the car-carried apparatus may be rendered inoperative, if desired, as for instance, when the car is assisting a preceding motor car equipped with similar apparatus. From switch M, said conductor 104 leads to the blade of a two-point switch, 85, one terminal of which (85) is connected as by conductor 58 to a shoe 58, ofcontact device 53, adapted for engagement with contact rail 10 in the movement of a car headed in the direction of trafiic, and the other terminal of which (85) is connected by conductor 58 to a similar contact shoe 58 of device 53 adapted to establish connection with said contact rail 10 in the movement of the car when headed in the reverse direction. Switch blade 85 is further adapted to be transferred from terminal 85 to terminal 85 by actuation of the reverse lever of the motor car (see Fig. 13). Each contact device 53 and 53 comprises a casing 57 (see 11), hair ing mounted therein for vertical sliding movement, a plunger 54 adapted to establish connection with its terminal 51 leading from switch 85 through shoe 58 and conductor 58. Shoe 58 is attached to the easing 57 by suitable links (see Fig. 11). Spring 55 is provided, whereby plunger 54 is normally retained in the lower position and said plunger carries a contact member 56 adapted to establish electric connection with suitably insulated contact springs which form terminal 51, when in the lower position and with contact springs which form terminal 50 when in the upper position.

' 1V hen plunger 54 is passing from the upper position to the lower position or vice versa, spring contacts which form terminals 50 and 51 are electrically connected by contact member 56.

In a modified form of this part of the invention, a second shoe 59 (see Fig. 11), is

arranged to precede or follow shoe 58 and is attached to a suitable extension 64 of the casing 57 and is connected to shoe 58 by a properly insulated flexible conductor 58, thereby insuring a good electrical connection with rail 10.

Relays 100 and 102 are adapted to be actuated selectively by closure of the partial control circuits connected to their coils, in accordance with varying connections between the contact rails, 10, 11 and 12. Thus an actuating circuit is established through a particular part of the selective device in accordance with the condition of the track. And such selective device is further adapted to be retained in position after the contact rail has been passed and plunger 5-4 has reassumed lower posit-ion. For this purpose, the upper contacts 50 are connected through conductor 104, switch 87, and one or the other of conductors 104, 104", with contact arm 181 of relay 100 and contact arm 132 of relay 102. Thus while the plunger 54 is in an upper position an actuating circuit is established through a particular signal circuit in accordance with the posi tions of the arms 181 and 132 of the relays 100 and 102, for instance, arms 131 and 13-2 being in the position illustrated by full lines in Fig. 4, (the track side conductors for two blocks in advance of a moving train continuous), and the selective electro-responsive devices embodying electromagnets 108, 109, 110, and 201, and associated elements correspondingly actuated, as hereinafter described, a clear signal is given; arm 132 being in the position indicated by broken lines in Fig. 4, (the track side conductor for one block in advance of a moving train continuous), and said selective electro-rcsp'onsive devices correspondingly actuated, a caution signal is given; and arm 131 be ing in the position illustrated in Fig. 5, the danger signal is indicated, and when such plunger 54 re-assumes the lower'position a holding circuit is established through the particular part of the selective device that has been energized by the previously mentioned actuating circuits.

The energizing is maintained during the return of plunger 54 to the lower position by head 56 coming into electrical contact with terminals before breaking such con tact with terminals 50, as hereinbeiore disclosed.

87 is a switch connected at one terminal to conductor 104, and adapted to connect conductor 104 or 104 to said conductor 104. Conductors 104" and 104 respectively in spring contact 50, in controllers ad and 53 to switch 87, and conductor 104" Irom switch 87 to and through the audible alarm 81 to conductor 130 and by aid conductors 104" and 130 to the other side or battery 15; whereby actuation of the alarm :tollows upon plunger 54 assuming the upper position.

The lower contact 51 of each circuit controlling device and 53 respectively, is connected through conductors 410 and 410 with a resistance 90 and from the resistance, by conductor 112 to a conductor 403 of the magnetic circuit. controller S. From contact 200 of relay 100 a conductor 116 leads to a terminal of coil 201 of circuit controller S, the other terminal of coil 201 establishing connection (by continuation of said conduc- 116) with common return 130, connected to the other ,ide or" battery B. The danger cl (lamp 200), is on conductor 116, uni-ch is branched from and returns to said conductor 116 and an additional branch (116) also leads to one terminal of the switch 905, the other terminal of said switch being grounced to the frame of the motor it will thus be seen that should a ground occur on the positive side of battery 3 in any energzed portion of the car-carried apparatus, the partial circuit from the negative side of battery B to conductors 130, 104, alarm 81, conductors 104', 104, contacts 131 and 200", conductor 116, and switch 205, is completed, and such ground will. be indicated by actuation of the danger si nal and the alarm 81 which will continue to sound until theground is removed or the switch 205 is opened. An additional branched conductor (116, Fig. 5), extends trom conductor 116 to contact 405.

(fine terminal of the magnet of relay 100 is connected through conductor 79 to the blade of a pole changer 84 and one of the contacts adapted to be engaged by such blade is connected to a shoe 212 depending from the motor car for engagement with ml 12 in a forward movement of the car and with rail 11 in a reverse movement of the car. The other contact adapted to be engaged by said blade is in connection with a similar shoe (211, Fig. 5) depending from the motor car for engagement with contact rail 1 in forward movement of the car, and rail 12, in a reverse movement of the car. The remaining terminal of relay 100 is connected by conductors 70 and 104' to the common return 180 of battery B.

Cne terminal oi relay 102' is connected in a similar manner to the common return 130, and the other terminal is connected through a conductor 69 to the remaining blade of tor pole changer 84, and may thereby be connected alternately with contact shoes 211 and 212 in a similar manner to relay 100'.

The pole changer 84 is suitably adapted for actuation by the reverse mechanism of the motor car similarly to switch 85, (see diagram Fig. 13) to reverse the normal connections between the coils of relays and the respective contact shoes in the reverse movement of the motor car. It follows, from the above construction that, the apparatus will, automatically function normally whether the motor car is proceeding in the customary manner or reversely.

Contact 107 is connected to one terminal of coil 109' of magnetic controlling device Q by conductor 107, and the other terminal of coil 109 is connected through conductor 109 to conductor 109'. Conductor 109" extends to a terminal of coil 110 of magnetic controlling device S, the other terminal of coil 110 being connected to common return 130 by conductor 109. The caution signal lamps 109 are in electric connection with conductors 107 (by conductor 107") and 109 thus is put in parallel with coil 109. Contact 107 is also connected to contact 402 of the magnetic controlling device Q, by conductor 117 which is illustrated as connected to conductor 107 and to said contact. Contact 102 of relay 102 is connected by conductor 106 with a terminal of magnet 108, and the other terminal of the magnet establishes connection with a terminal of the stopping device 220 through conductor 108". The clear indicating signal lamps 108 are electrically connected to conductors 106 and 108", thus being put in parallel with the coil of magnet 108.

Electro-responsive stopping device 220 is illustrated in detail in Figs. 6, 7 and 8, and comprises in the present instance a magnet 2 1, lever 60, and armature 220 of magnetic material, said armature being attached to lever 60, and the other end of said lever being attached to stem of valve 65. Valve normally closes a vent in the train line 68, and is adapted to be unseated by the train line air pressure upon deenergization of magnet 221, to permit such air pressure to escape through an opening 66, thereby causing an application of the brakes. For determining the degree and speed of such application an adjustable range safety valve 67 (on the market and forming no part of this invention) may be used in connection with opening 66.

Forming elements in the automatic electro-responsive stopping device 220, and located in a convenient position upon the motor car, are cam 61 and lever 77, said lever connected by arm 63 and link 78 to said cam 61; whereby valve 65 may be manually closed and maintained in closed position when desired, when the coil of magnet 221 is deenergized.

The track-side rail which is illustrated in Fig. 12, comprises the rail 10, conductor 10 insulated from rail 10 by insulation 10 and conductors 10 connecting conductor 10 to rails 7, 7. Conductors 10 are insulated from rail 10; and the rails 7, 7 are insulated from each other by insulation 4.

In case of derangement of rail 10, so as to render it incapable of co-acting with carcarried device 58, the constructions illustrated in Fig. 12 (which carries the track circuit of a block or section through conductors 10' and 10') causes the track circuit of the section to be broken; thereby giving a danger signal to the car-carried apparatus before the car reaches said construction.

The operation of the apparatus is as follows: It is assumed that a motor Y is traversing block b and blocks 0 and d are clear of obstructions. In this case, track relays 3 and 3 are energized as are also relays DR and DR (which are in this case distant controlling relays). Upon the motor car nearing the end of the block, contact shoe 58 engages rail 10 and shoes 211 and 212 establish electric connection with rails 11 and 12, respectively. Plunger 54 of the circuit controller 53 is raised, by said shoe 58, placing contact 56 in connection with contacts 50. Current flows from battery B through switch M, switch 85, contact 85", conductor 58, shoe 58, plunger 54, contact 56, contact springs 50, conductor 104 and switch 87 part flowing through conductor 104' and alarm 81, to common return 130 to battery B. By the above current flow, alarm 81 is energized. Simultaneously, cur rent flows from battery B through switch M, switch 85, conductor 85, conductor 58 contact 58, rail 10, conductor 10*, contact 1 of track relay 3*, conductor 11", rail 11, contact shoe 211, switch 84, conductor 79, relay 100, conductors 70 and 104 and common return 130 to battery B. Relay 100 is thereby energized and places contact arm 131 in connection with contact 100". Tapped into conductor 11 is a branch conductor leading to contact arm DC of relay DEF. In the present instance that contact is closed, thus a part of the current flowing from battery B, through switches M and 85, contact 85, conductor 58, contact 58, rail 10, conductor 10", contact 1, of track relay 3 and conductor 11 will flow through contact DC, conductor 12 rail 12, contact shoe 212, switch 84, conductor 69, coil of relay 102', conductors 70 and 104", common return 130, to battery B. Relay 102' is thereby energized, placing contact arm 132 in contact with contact 102".

The above described current flow from shoe 58 through the roadside apparatus and coils of relays 100 and 102 will hereinafter be designated as the control circuit; and is readily traced on Figs. 2 and 4;

While the control circuit is energized as above described an actuating signal circuit is set up as follows: (see Fig. 4). Current fiows from battery B through switches M, and 85, contact 85 conductor 58*, shoe 58, plunger 54, contact 56, contact springs 50 conductor 104, switch 87, conductor 104, contact arm 131, contact 100", conductor 105, contact arm 132, contact 102" and conductor. 106. The current divides here and one portion flows through the clear signal lamps 108, while the other portion flows through the coil 108 of selective device Q. The current unites and flows on through the coils of magnet of normally energized stopping device 220, conductor 109', coil 110 selective device S, conductor 109" and common return 130 and to battery B. As a result of the above current flow, the clear signal lamps are energized and solenoid magnet 108 attracts the armature 400 thereby placing contact 400 in connection with contact 401; while coil 110 is energized to attract armature 406 and place contact 403 in connection with contact 404. A partial holding circuit to maintain the apparatus in position until the next signal location is reached, and to maintain the signal lamps in the energized condition, is thereby established. When the contact shoes 58 clear the contact rails'10, plunger 54 is forced down by spring 55, and establishes connection with contact 51. The holding circuit is thereby completed and current flows as follows: (see Fig. 5), from battery B, through switch M, switch 85, contact 85, conductor 58, shoe 58, plunger 54, contact 56, contact 51, conductor 410, switch 86, resistance 90, conductor 112, contact 403, contact 404, conductor 115, contact 400', contact 401, conductor 118, switch 115, conductor 106; dividing and flowing through clear signal lamps 108 and coil of magnet 108; and reuniting to flow on conductor 108" to and through coils of magnet 221 of stopping device 220, conductor 109', coils of magnet 110, conductor 109" common return 130, to said battery B.

As the shoes 211 and 2l2diseng'age the rails 11 and 12 the relays 100' and 102 will be deenergized and their armatures will drop away; which is their normal position, as shown by Fig. 5.

Assume that, as before, the motor car is proceeding in block b and a train or other obstruction is in block all. In this instance, track relay 3 will be deenergized, thereby opening contacts 1 and 2 thereof, this action resulting in deenergization of relay DR". Contact arm DC of such relay is thereby opened, interrupting the continuity of the partial circuit, whereby rail 10 is normally connected to rail 12.

Upon the contact shoes of the motor car engaging the contact rails as before, the following action results; current flows as in the previous. instance from battery B, through switch M, switch 85, contact 85, conductor 58 shoe 58 plunger 54, contact 56 contact 50, conductor 104, switch 87, conductor 104', alarm 81, back on conductor 104" and common return 130 to the battery. The alarm is thereby sounded as before. Current also flows as in previous instance from battery B through switch M, switch 85, contact 85, conductor 58, contact 58, rail 10, conductor 10 contact 1 of track relay 3 conductor 11, rail 11, contact shoe 211, conductor 211 pole changer 84. conductor '79, relay coil 100, conductors and 104" and common return 180 to battery B. By the above current flow, re lay 100 is energized and contact arm 131 establishes connection with contact 100". Since in this instance the continuity of conductor 12 is broken at contact DC in block a there is no connection between rail 10 and rail 12, as a consequence relay 102 remains in a deenergized condition.

The holding circuit whereby lamps 108, coil of magnet 108 and coils of stopping device 220 remained energized, has been broken by the elevation of plunger 54. Therefore, the selective device is under the control of the actuating circuit. Actuating caution circuit is established as follows: Current flows from battery B through switch M, switch 85, contact 85, conductor 58, shoe 58, plunger 54, contact 56, spring contacts 50, conductor 104, switch 87, con ductor 104, contact arm 131, contact 100", conductor 105 (contact arm 132 being dropped as above and as indicated by broken lines in Fig. 4), contact arm 132, contact 107: here the current divides, a portion flowing through coil 109 and a portion through caution signal lamps 109. The currents reunite at conductor 109 and flow through conductors 109 and 109', the coil of magnet 110, conductor 109", and the common return 180. By the above current flow the clear signal lamps are extinguished, the caution signal lamps (re energized, and armature 400 is actuated by the flow through the coils of magnet 109', to place contact 400 in connection with contact 402. A partial holding circuit is thereby established, which, is completed, when the shoes 58 clear the contact rails 10 and plunger 54 is forced to the lower position and current flows: from battery B, through switch M, switch 85, contact 85, conductor 58 shoe 58, plunger 54, contact 56, contact 51, conductor 410, switch 86, resistance 90, conductor 112, contact arm 403, contact 404, conductor 115', contact arm troller S.

400, contact 402, conductor 117; dividing and flowing through caution signal lamps 109 and coil 109 and reuniting to flow through conductor 109", conductor 109, coil 110, conductor 109" and common return 130 to battery B. It will thus be seen that the caution signal lamps are maintained in the energized condition and the various portions of the apparatus are maintained in the same position until the next contact rails are reached.

Assume that the motor car, as in the previous instance, is traversing block Z) and that a trainor other obstruction is located in block 0. In this case, track relay 3 will be de'e'nergized by short circuiting of rail 7.

Contact 1 of track relay 3" will thereby be opened, whereupon the continuity of the partial circuit connection rail 10 with rail 11, and the partial circuit connecting rail 10 with rail 12 will be interrupted. Upon the motor car nearing the exit end of said block Z) plunger 54 will be elevated, as before, by engagement with contact rail 10, thereby breaking the holding circuits previouslv existing in the car-carried apparatus. owever, in this case neither relay 100 nor relay 102 will receive any current as the control circuit is broken at contact 1 of track relay, which disconnects rail 10 from rails 11 and 12, and contact arm 131 will remain in its normal position, which will establish connection with contact 200; the actuating circuit, is, in this instance, established by current flowing from the battery B through switch M, switch 85, contact 85, conductor 58, shoe 58, plunger 54, contact 56, contact 50, conductor 104, switch 87, conductor 104" (through alarm 81), and common return 130 to battery B, thereby sounding alarm 81 as in the previous instance.

Current will flow simultaneously from battery B through switch M, switch 85, contact 85', conductor 58", shoe 58, plunger 54, contact 56, contact 50, conductor 104, switch 87, conductor 104, contact arm 131, contact 200, conductor 116; dividing and flowing (on conductor 116) through danger signal lamps 200 and (on said conductor 116), through coils of magnet 201 of con- Said current reunites and flows through common return 130 to battery B.

The last above circuit being of considerably lower electrical rcsistance than that oi? the clear or caution holding circuits, the maximum current flow would take place through the latter circuit in the event of the previous mentioned holding circuits remaining energized for any cause under danger signal conditions.

Upon the contact shoes clearing the con tact rails a danger holding circuit is established as follows: current flows from battery B through switch M, switch 85, contact 85, conductor 58 shoe 58, plunger 54, con-.

tact 56, contact 51, conductor 410, switch 86, resistance '90, conductor 112, contact 403, contact 405; dividing at this point and a portion flowing through coil 201 and a portion through the danger signal lamps 200. The current reunites and flows on through common return 130 to battery B. A portion of the current also flows from contact 101 through conductor 116, contact 200, contact arm 131, conductors 104C and 10 1', alarm 81, conductor 104" again, and common return 130 to battery B. By the current flow in the latter circuit, alarm 81, is continuously energized until the danger indication is changed. It will be seen that upon contact shoe 58 engaging rail 10 under caution or danger conditions, the current flow through the coils of magnet of stopping device 220 will be interrupted by separation of contacts 56 and 51.

As the caution and danger holding circuits do not include the magnet of device 220, (see Fig. 7 for joining of conductors 109 and 109" in caution holding circuit) the alternative current flow through the danger holding circuit will not energize the device, the valve oi which is thereupon unseated by the train line air pressure which escapes through the adjustable range safety valve 67 to eiiect an application of the brakes, thereby stopping the motor car. Should the operator of the motor car wish to proceed under such conditions, the lever 7 7 may be reversed, whereby cam 61 is actuated to return valve 65 to closed position. The train line air pressure being thus restored, the motor car may proceed as long as lever 77 is manually maintained in the latter position. Switch 115 is also connected mechanically in a suitable manner with lever 77 to cause the switch to be opened upon reversal of the lever. By this means reversal of lever 77 when the motor car is proceeding undera clear indication is prevented. as should the lever be reversed the holding circuit including magnet coil 10S and the coils of stopping device 220 and coils 110, will be broken, thereby permitting the armature of circuit controller S to descend by its own weight to bring contact 403 into connection with contact 1-05, there by energizing the danger signal and sounding the alarm.

For cooperation with the apparatus of a visual block signal system as commonly constructed, Tmay employ the modified track circuits illustrated in Fig. 3. In this form of my invention, the operation of the carcarried apparatus is similar to that previously described, but the relay DB- in each block is dispensed with, and the semaphore arm 13 1?. 1341 or some other suitable portion of the visual signal apparatus is adapted to close respective contact arms DC.

I may under some circumstances, as for instance, at the approach to an interlocking tower of a busy station, further modify the track circuit arrangement as shown diagrammatically in Fig. 1. In this form of my invention each track relay 3, 3 3, etc. is provided with a third contact arm 3, adapted to be closed upon deenergization of the track relay. One terminal oi": each contact arm 3 is connected to a common return 130 through a battery N, which may be located at the station. A key, push button, or similar circuit closing device (15) is located in a convenient position near the contact rails and is shunted across contact arm 3. The other terminal 01"- contact arm is connected to an electro respons've device, preferably a marker light, so situated as to be visible from the traclrway, and which may be shunted by a resistance 15 through magnetic windings of a relay SR situated at the succeeding signal location and is terminally connected to a switch 25 at the station. The other terminal of switch 25 is connected to a light 25 and a resistance 25 in parallel therewith and the other terminals thereof are connected to the remaining side of battery N. Each relay SR controls a contact arm 1 13 and a contact arm 14A. Contact 1&3 is inserted in series between conductor 10 and rail 11 and contact 1&4: is inserted in series in the circuit of the respective relay DR.

The operation of the station control is as follow-.1:

Upon the motor car entering a given block the corresponding track relay will be deenergized and the respective contact arm 8 will be closed, thereby energizing the marker light 15 at the signal location and the indicator light 25 at the station. In this manner, the marker light will indicate to the operator of a following motor car that the particular block is occupied and the station light will indicate to an attendant, the block in which the first mentioned motor car is located. Simultaneously with the above ac tion, relay SR 0 the block in advance is energized, thereby closing the corresponding contacts, and consequently establishing the partial circuits connected to rails 10. 1.1., and 12, providing that the succeeding block. are unoccupied. Should the station attendant desire to stop the motor car, switch 25 may be opened, thereby deenergizing the corresponding relay SR, and causing the motor car to receive a danger signal upon passing the contact rails near the end of the block. The lrcy 15 and switch 25 may be then utilized to energize and deenergize the marker light and the station indicating light for communication between the signal location and the station.

In Fig. 12. T have illustrated means whereby should main contact rail 10 be removed, the track circuit will bebroken and the apparatus set to danger in the preceding block. This object is accomplished by the hereinbefore described construction comprising the track rail with an insulating section a at a point opposite the contact rail and suitable bolts 10 or other means oif attachment secured to the track rail upon each side of the insulating section, and extending through openings formed in the contact rail and connected exteriorly of the rail by a suitable plate (10) or other means which may be maintained in position by nuts adapted to engage threads formed upon the extremities oi the bolts or secured in any other suitable manner. Bolts 10 and plate 10 are provided with suitable insulating means, 10', whereby electrical connection with the contact rail is prevented. It will be seen that the track circuit normally maintained through the bolts and plate and that upon removing the contact rail, the track circuit is necessarily interrupted.

While I have .here shown and described preferred forms of my invention for purposes ot illustration, such embodiments are not to be interpreted as in any way limiting the spirit and scope of the invention to the forms of operations described, or details of construction herein shown except in so as they are included within the terms or the following claims, in which it is my intention to claim all novelty inherent in the invention in as broad a manner as is permissible in view of the prior art.

For instance the coils of electromagnets 109 and 201 may be omitted and solenoid armatures @100 and 4:06 (being vertical) allowed to drop by gravity when the coils of magnets 108 and 110 are deenergized. In such case the coils oi magnets 108 and 110 are made to obtain sufficient lifting power to permit the armatures Q00 and 406 to be of suitable weight to insure certainty of movement.

When it is desired to have the caution circuit operate the automatic electro-controlled brake mechanism (or electro-rcsponsive stopping device) which is illustrated in detail in Figs. 6, 7 and 8, the wiring which is illustrated by full lines in Fig. i is slightly changed, conductor 109 being disconnected from conductor 108 and continued to said coil of electro-responsive stopping device 220, indicated by broken lines in said figure, and illustrated by full lines in Fig. 5.

Such change consists merely in removing switch-115 from conductor 115, and transferring it to conductor 118, and connecting conductor 109 to said electro-responsive stopping device 220 in place of connecting it to conductor 108".

The function of resistance 90 is econo1nical. it is interposed in the circuit which, after a signal has been actuated upon a motor entering a block, holds said signal in operation during the travel of the motor over the remainder of said block.

I provide a heavier current in the actuating circuit than is required in the holding circuit and resistance is therefore usable but not essential in said holding circuit.

The several manually operable circuit changes 8%, 85, 86, and 87 are mechanically joined to and operated by the operation of the reverse lever of a motor; and said circuit changers, together with the mechanical controller 53, are provided so that when it becomes necessary to back up said motor, the said changers and controller are automatically put into operable condition by the necessary reverse movement of said lever and they are then adapted to co-act with additional rails duplicates oi rails 10, 11, 153, which are placed on the opposite side of the track-way and form a part of the trackside means hereinbeiore described. Said additional rails arranged so as to give the same signals relative to blocks in advance of the backing up motor and in the same manner as hereinbei ore described.

The above named additioned rails and the additional wiring required thereby are indicated by broken lines in Fig. 2.

The combined automatic and manually operable signal circuit by means of which a central station is automatically advised of a block being occupied and blocks which are distant from central station can be communicated with from said central station, comprises (see Fig. 1) signals 25 in parallel with resistance 25?, circuit breakers 25 conductors 130, relays SR, conductors 130 signals 15, in parallel with resistance 15 contact and the contact arm thereof, manually operable circuit breaker 15 in parallel with contact 3 and its corresponding contact arm, common return 130, and battery N.

I claim 1.. A car-carried electric circuit, means to energize said circuit and track-side means to selectively establish circuits, said car-carried circuit including the coil of an electromagnet and an electric signal arranged in parallel, conductors from said energizing means to members adapted to co-act with said track-side means and to one side of said coil and signal, and a conductor from said co-acting member to the other side of said coil and signal, said last named conductor comprising a movable plunger, a contact member, a spring contact, a contact arm, electric connection between said spring contact and said contact arm, an additional contact member and electric connection between said additional contact member and said coil and signal, in combination with an additional car-carried circuit, including as common thereto and to said first named circuit the several conductors and elements from said energizing means to said trackside means and from said track-side means to said contact arm, and in addition thereto a contact member arranged to be normally in contact with said last named contact arm, a conductor from said last named contact member to said energizing means, and the coil of an additional electro-magnet and an additional signal, arranged in parallel on said last named conductor.

2. Car-carried electric circuits comprising as elements thereof coils of electromagnets, additional circuits respectively including signals and electromagnets arranged in parallel, contact arms, contact members, and contact points, one of said circuits including an electrically controlled air release valve, and all said circuits including a movable plunger, an electric contact member thereon, spring contacts, and means to energize said circuits, the position of said contact arms selectively controlled by the magnets in said first named circuits and the position of first named contact members determined by the circuits which are selectively established by said selectively controlled arms.

In combination with a railway system comprising a track divided into blocks, and track-side means provided with duplicate series of track-side rails, to each of said blocks, said means adapted to form elements of electrical circuits, and provided with motor cars designed to operate in opposite directions on said track, car-carried elements of said electrical circuits, said car-carried elements including energizing means, elec tromagnets,-contact arms controlled by said magnets, electric signals and additional electromagnets and contact arms, and manually operable circuit changers adapted to change the relation of said circuits to said trackside means, conductors from said changers to terminals arranged t0 co-act with said track-side means, conductors from one of said changers to one side of the coils of said first named magnets and from the opposite side of said coils to said energizing means and to another one of said changers and from the remainder of said changers to said signals, said contact arms interposed in said conductors leading to said signals.

4:. Car-carried electric circuits and means to energize said circuits, and track-side means to selectively establish said circuits, said circuits respectively including the coils of electromagnets, a conductor from one side of said coils to said energizing means, a conductor from said energizing means to a member adapted to contact with said track-side means, and conductors from said trackside means to the other side of said coils, in combination with additional circuits, including as common thereto a movable plunger, a contact member, and a spring contact, and also including in one of said circuits an electric contact arm and in the remainder thereof said arm and an additional contact arm, contact members adapted to be alternately in electrical engagement with said contact arms, electric conductors from said spring contact to said first included contact arm and electric conductors from said contact members to said energizing means, and coils of additional electromagnets and electric signals in parallel interposed on said last named conductors.

5. A car-carried construction comprising a base, a plate, and links attached to said base and plate, in combination with a plunger adapted to move from a normal to an advanced position, means to yieldingly hold said plunger in electrical contact with said plate, an electrical contact member to said plunger and a plurality of spring contacts, said contact member arranged relative to said spring contacts to be in electrical contact with one thereof when in normal position, to be in like contact with the other one thereof when in advanced position, and to be in said contact with both thereof when midway of its travel from normal to advanced position.

ANDREW J. BRooKINs. 

